JP5418098B2 - Vehicle drive control device - Google Patents

Description

  The present invention relates to a drive control device for a vehicle, and more particularly to a drive control device for a hybrid vehicle including an engine and a motor as drive sources, and belongs to the field of vehicle drive technology.

  In recent years, a hybrid vehicle including an engine and a motor as a drive source has been put into practical use. As an example, Patent Document 1 uses an existing engine and a transmission between which a motor and a friction engagement element are used. A hybrid system is disclosed by disposing a drive unit including:

  As shown in FIG. 7, the drive unit A described in Patent Document 1 includes an input shaft p coupled to the output shaft of the engine B, an output shaft q to the transmission C, and the input shaft p and the output shaft. a coast clutch r for connecting / disconnecting q, a motor s having a rotor s ′ connected to the output shaft q side of the coast clutch r, and the coast clutch r in parallel between the input shaft p and the output shaft q. And a one-way clutch t that transmits rotational force only from the input shaft p side to the output shaft q side.

  On the input side of the transmission C, a starting clutch v that transmits power from the output shaft q of the drive unit A to the transmission mechanism is provided. The drive unit A includes a hydraulic pump u that generates hydraulic pressure that is driven by the motor s via the output shaft q and is supplied to the coast clutch r of the drive unit A, the start clutch v of the transmission C, and the like. It has been.

  According to this drive unit A, when the motor s is operated, the output is transmitted to the output shaft q, and the starting clutch v is fastened, so that the motor travel is performed. Further, by connecting the coast clutch r, the engine B can be started by the motor s, and when the engine B starts, the output is transmitted from the input shaft p to the output shaft q via the one-way clutch t, By engaging the starting clutch v, engine traveling or combined traveling of the engine and the motor is performed. At this time, if the coast clutch r is released, all the kinetic energy due to the inertial traveling of the vehicle is transmitted to the motor s during deceleration during engine traveling, and energy regeneration by the motor s is efficiently performed.

  Further, since the hydraulic pump u is driven by the output shaft q connected to the rotor s ′ of the motor s, the hydraulic pump u can be operated even when the engine B is not operated by the motor s. There is an advantage that it is not necessary to have.

  Further, in this drive unit A, although not shown, the coast clutch r has a normally closed type, that is, a spring that presses the piston in the clutch fastening direction, and the clutch is fastened in a non-hydraulic state by the pressing force of the spring. It is supposed to be configured. Therefore, when starting the engine B with the motor s, it is not necessary to raise the hydraulic pressure with the hydraulic pump u in order to engage the coast clutch r.

JP 2008-126702 A

  By the way, in the drive unit A, when the shift position of the transmission C is in the travel range such as the D range and the engine B and the motor s are stopped, for example, at the time of idling stop, the occupant moves the accelerator pedal. , The motor s is started, and the driving force of the motor s is transmitted to the drive wheels via the output shaft q, the starting clutch v of the transmission C, the transmission mechanism of the transmission C, and a differential device (not shown). Then, the motor travel is started. When the motor starts, the starting clutch v is engaged by the hydraulic pressure supplied from the hydraulic pump u, thereby enabling power transmission from the output shaft q to the transmission mechanism of the transmission C.

  However, since the discharge pressure of the hydraulic pump u does not rise unless the rotation speed of the motor s increases to some extent, the hydraulic pressure cannot be supplied from the hydraulic pump u to the starting clutch v immediately after the motor s is started. For this reason, it is difficult to quickly engage the start clutch v at the time of start, and there is room for improvement with respect to the startability of the vehicle.

  Therefore, the present invention is to improve startability in a vehicle including an engine and a motor as drive sources, a hydraulic pump driven by the motor, and a start clutch to which hydraulic pressure is supplied from the hydraulic pump. Let it be an issue.

  In order to solve the above problems, a vehicle drive control device according to the present invention is configured as follows.

First, the invention according to claim 1 of the present application includes an engine, a transmission that is in a power transmission state in a hydraulic pressure supply state, and a drive unit that is interposed between the engine and the transmission. The unit includes a motor, a hydraulic first clutch that is interposed between the rotor of the motor and the input shaft of the transmission and fastened in a hydraulic pressure supply state, and between the engine and the rotor. A hydraulic second clutch that is interposed and fastened in a non-hydraulic supply state and released in a hydraulic supply state, and is driven by the motor to supply hydraulic pressure to the transmission, the first clutch, and the second clutch to a hydraulic pump, wherein an engine and a vehicle drive control device that transmitted to the driving wheels via the at least one output transmission of the power transmission state and the first clutch of the fastening state of the motor
Start standby state transition determining means for determining transition of the vehicle to a predetermined start standby state;
Start operation detecting means for detecting the start operation of the vehicle;
When starting from the stop state where the engine and the motor are stopped using only the output of the motor, when the start standby state transition determining means determines that the vehicle has transitioned to the start standby state, the first clutch By maintaining the vehicle in the released state, the motor is started to operate the hydraulic pump while maintaining the stop state , and the transmission is brought into a power transmission state by supplying hydraulic pressure from the hydraulic pump, and the second clutch is And a start control means for engaging the first clutch via a slip state by supplying hydraulic pressure from the hydraulic pump when a start operation of the vehicle is detected by the start operation detecting means. Features.

Furthermore, the invention of claim 2 is the invention of claim 1 ,
Brake operation detection means for detecting the on / off operation of the brake by the occupant,
The start standby state transition determining means is configured to turn the vehicle into a start standby state when a brake off operation is detected by the brake operation detecting means when the engine and the motor are stopped and the brake is on. It is characterized by determining that it has migrated.

On the other hand, the invention according to claim 3 is the invention according to claim 1 ,
Brake operation detecting means for detecting an on / off operation of a brake by an occupant;
Stop detection means for detecting stop of the vehicle;
Engine control means for stopping the engine when a brake on operation is detected by the brake operation detection means and a stop is detected by the stop detection means in a state where the engine is operating; Prepared,
The start standby state transition determining means determines that the vehicle has shifted to the start standby state when the engine is stopped by the engine control means.

The invention according to claim 4 is the invention according to claim 2 or 3 ,
When a brake off operation is detected by the brake operation detecting means, a brake control means for holding the brake in an on state until a predetermined time elapses from the detection time is provided.

In addition, the invention according to claim 5 is the invention according to any one of claims 1 to 4 ,
The starting operation detecting means detects an accelerator pedal on operation by a passenger as a starting operation.

  First, according to the first aspect of the present invention, when the vehicle is started using only the output of the motor in a stopped state where the engine and the motor are stopped, the motor is moved to a predetermined start standby state. Is activated and the discharge pressure of the hydraulic pump is raised, so that when the vehicle is started, a hydraulic clutch interposed between the rotor of the motor and the input shaft of the transmission is provided from the hydraulic pump. The hydraulic pressure is supplied without delay and the clutch is engaged. In addition, in the start standby state, the transmission is in a power transmission state by supplying hydraulic pressure from the hydraulic pump. Therefore, when the start operation is performed, the driving force of the motor is immediately transmitted to the drive wheels when the clutch is engaged. Is done. Accordingly, it is possible to prevent a delay in response to the start operation and start the vehicle promptly. Moreover, since the clutch is engaged via the slip state, the vehicle can be started smoothly and reliably.

According to the first aspect of the present invention, when the vehicle is in the start standby state, the second clutch interposed between the engine and the motor is released by the hydraulic pressure supplied from the hydraulic pump. When the motor is started, the rotation of the engine dragged by the rotation of the motor can be suppressed.

Furthermore, according to the invention described in claim 2 , since it is determined that the vehicle has shifted to the start standby state when the brake is turned off by the occupant, the start operation is performed after shifting to the start standby state. Can be made relatively short. Therefore, power consumption for operating the motor in advance in the start standby state can be suppressed.

On the other hand, according to the third aspect of the present invention, the engine is stopped when the brake is turned on and the vehicle is stopped while the engine is operating, and it is determined that the vehicle has shifted to the start standby state when the engine is stopped. The motor is started when the vehicle stops. Therefore, since the motor is already activated when the brake is turned off, even when the time from the brake off operation to the start operation is short, the discharge pressure of the hydraulic pump must be reliably raised at the start. Can do.

In addition, according to the invention described in claim 4 , since the brake on state is maintained until a predetermined time has elapsed from when the brake is turned off by the occupant, the start standby state is also possible on an uphill road or the like. It is possible to reliably brake the vehicle at

Furthermore, according to the fifth aspect of the invention, since the accelerator pedal on operation by the occupant is detected as the start operation, the vehicle can be started in quick response to the operation of the accelerator pedal.

1 is a system diagram of a drive control apparatus according to an embodiment of the present invention. It is a skeleton diagram showing the state at the time of motor start of the drive unit to which the embodiment is applied. It is a flowchart which shows the start control which concerns on 1st Embodiment. It is also a time chart. It is a flowchart which shows start control which concerns on 2nd Embodiment. It is also a time chart. It is a skeleton diagram showing a conventional drive unit of the same kind.

  Hereinafter, embodiments of the present invention will be described.

  As shown in FIG. 1, a hybrid vehicle to which the drive control device 1 according to this embodiment is applied is a front engine and a front drive vehicle whose axis is arranged in the vehicle width direction, and includes an engine 2 and the engine 2. A drive unit 3 coupled to the drive unit 3, an automatic transmission 4 coupled to the drive unit 3, and a differential device 5 configured integrally with the transmission 4, and an output of the differential device 5 Thus, the left and right front wheels 7, 7 are driven via the axles 6, 6.

  The drive unit 3 includes a motor 30 that also operates as a generator, a coast clutch 40 and a start clutch 50 as friction engagement elements for controlling transmission of driving force, and a one-way clutch 60 ( 2).

  Further, a control unit 10 for controlling these drive unit components is provided, and the operation of the motor 30 is controlled via the inverter 11 by a signal from the control unit 10, and the hydraulic control unit 12 is controlled. The coast clutch 40 and the starting clutch 50 are controlled via the above. Further, a battery 13 that supplies power to the motor 30 through the inverter 11 or is charged by the motor 30 is provided.

  The control unit 10 is supplied with a signal from a vehicle speed sensor 22 that detects the stop of the vehicle, a signal from an accelerator opening sensor 23 that detects an on / off operation of the accelerator pedal, and a brake switch 24 that detects an on / off operation of the brake. The signal from is input.

  Next, the configuration of the drive unit 3 will be described with reference to FIG. 2. The drive unit 3 is disposed on the same axis as the output shaft 2a of the engine 2, and the engine output shaft 2a is connected via a flywheel 2b and a damper 2c. And an output shaft 72 that is disposed on the same axis line as the input shaft 71 and extends toward the transmission 4. The motor 30 and the coast clutch are disposed on the shafts 71 and 72. 40, a starting clutch 50 and a one-way clutch 60 are arranged. Note that the output shaft 72 of the drive unit 3 also has a function as an input shaft of the automatic transmission 4.

  The motor 30 includes a stator 31 fixed to the case 3a of the drive unit 3 and a rotor 32 disposed concentrically on the inside thereof.

  The coast clutch 40 is disposed between the drum 41 coupled to the rotor 32 of the motor 30, a hub 42 disposed on the inner side and coupled to the input shaft 71, and between the drum 41 and the hub 42. One of the plurality of friction plates 43 alternately engaged therewith, a piston 44 that fastens the friction plate 43, a spring 45 that presses the piston 44 in the fastening direction of the friction plate 43, and one of the pistons 44 A release hydraulic chamber 47 that presses the piston 44 in the release direction of the friction plate 43 against the pressing force of the spring 45 when hydraulic pressure is introduced, and is provided on the other side of the piston 44. And a fastening hydraulic chamber 48 that presses the piston 44 together with the spring 45 in the fastening direction of the friction plate 43 when the hydraulic pressure is introduced. Coupling the rotor 32 of the motor 30.

  The starting clutch 50 includes a drum 51 connected to the drum 41 of the coast clutch 40, a hub 52 disposed on the inner side and connected to the output shaft 72, and between the drum 51 and the hub 52. A plurality of friction plates 53 that are arranged and alternately engaged with each other, a piston 54 that presses the friction plate 53, a spring 55 that presses the piston 54 in the releasing direction of the friction plate 53, and a supply of hydraulic pressure Sometimes it has a hydraulic chamber 56 that presses the piston 54 in the fastening direction of the friction plate 53 against the pressing force of the spring 55 and, when fastened, the rotor 32 of the motor 30 and the output shaft 72 are coupled. To do.

  Further, the one-way clutch 60 is connected to the hub 42 of the coast clutch 40 and connected to the input shaft 21. The one-way clutch 60 is disposed inside the outer race 61 and the rotor 32 of the motor 30 via the drum 41 of the coast clutch 40. And a plurality of lock members 63 interposed between the outer race 61 and the inner race 62, and the outer race 61 side with respect to a predetermined rotational direction (engine rotational direction). Thus, the rotational force is transmitted only to the inner race 62 side.

  The drive unit 3 is provided with a hydraulic pump 73 that supplies hydraulic pressure to various hydraulic devices of the drive unit 3 and the automatic transmission 4. The hydraulic pump 73 is connected to the rotor 32 of the motor 30 with a starting clutch. It is connected via 50 drums 51 and is driven by the motor 30.

  The drive control device 1 configured as described above is configured so that the output of at least one of the engine 2 and the motor 30 is driven through the start clutch 50 in the engaged state, the automatic transmission 4 in the power transmission state, and the differential device 5. 7 is transmitted.

  First, the case where it runs using the output of the engine 2 is demonstrated easily. The engine 2 is started by driving the motor 30 with the coast clutch 40 engaged. After the engine 2 is started, the coast clutch 40 is released, whereby the rotation of the engine 2 is transmitted from the one-way clutch 60 to the drum 51 of the start clutch 50 via the drum 41 of the coast clutch 40. When the shift position of the automatic transmission 4 is switched to a travel range such as the D range and the automatic transmission 4 enters a power transmission state, hydraulic pressure is supplied to the hydraulic chamber 56 of the start clutch 50 to engage the clutch 50. . Thereby, the rotation of the engine 2 is further transmitted to the transmission 4 via the hub 52 and the output shaft 72 of the start clutch 50, and the engine travel is executed.

  On the other hand, when traveling using the output of the motor 30, the motor 30 is operated to rotate the rotor 32, and the rotation of the rotor 32 drives the hydraulic pump 73 via the drum 51 of the start clutch 50. Further, by supplying hydraulic pressure from the hydraulic pump 73, the automatic transmission 4 is brought into a power transmission state and the start clutch 50 is engaged. As a result, the rotation of the rotor 32 is transmitted to the transmission 4 via the starting clutch 50, and motor running is executed. The motor running is executed with the coast clutch 40 released.

  Further, if the engine 2 and the motor 30 are driven together, the output of the engine 2 and the output of the motor 30 are merged in the drum 41 of the coast clutch 40, and the merged driving force is used as the starting clutch 50 and the output shaft. The transmission is transmitted to the transmission 4 via 72, and traveling using both the output of the engine and the motor is executed. Note that traveling using both engine and motor outputs is also performed with the coast clutch 40 released.

  Hereinafter, a case where the vehicle 2 starts using only the output of the motor 30 from the stop state where the engine 2 and the motor 30 are stopped will be described.

  When the engine 2 and the motor 30 are stopped, the discharge pressure of the hydraulic pump 73 is not raised. Therefore, when starting with the output of the motor 30, if the motor 30 is started simultaneously with the starting operation as in the prior art, the discharge pressure of the hydraulic pump 73 does not rise immediately, so the various types of automatic transmission 4 from the hydraulic pump 73 are immediately started. Oil pressure cannot be supplied to the hydraulic equipment and the starting clutch 50, and it is difficult to quickly engage the starting clutch 50 with the automatic transmission 4 in the power transmission state.

  Therefore, in the present embodiment, the motor 30 is activated to operate the hydraulic pump 73 when the vehicle shifts to a predetermined start standby state before the vehicle start operation is performed. Specifically, the hydraulic pump 73 is driven through the drum 51 of the start clutch 50 by the rotation of the rotor 32 of the motor 30, thereby raising the discharge pressure of the hydraulic pump 73. Here, the “start standby state” refers to various standby states before the start operation. As a specific example of the start standby state, the brake is turned off while the engine 2 and the motor 30 are stopped. The state from when the accelerator pedal is depressed until the accelerator pedal is depressed, or the state from when the so-called idle stop is started until the accelerator pedal is depressed.

  Further, when the vehicle is shifted to the start standby state, hydraulic pressure is supplied from the hydraulic pump 73 started up as described above to the release hydraulic chamber 47 of the coast clutch 40, and the clutch 40 is released. As a result, the one-way clutch 60 rotates by receiving rotation only from the inner race 62 side, and the rotation of the rotor 32 is not transmitted to the engine 2 side. Therefore, when the motor 30 is started as described above, the rotation of the engine 2 dragged by the rotation of the motor 30 can be suppressed. The engine 2 is dragged because the hydraulic pressure has not risen immediately after the motor 30 is started, but the hydraulic pressure rises and the coast clutch 40 is released by the time of starting, so that the start by the motor 30 is not affected. Absent.

  Further, when the vehicle is shifted to the start standby state, the automatic transmission 4 is set in the power transmission state by the hydraulic pressure supplied from the hydraulic pump 73 started up as described above.

  When a start operation is performed, the hydraulic pressure can be quickly supplied to the hydraulic chamber 56 of the start clutch 50 from the hydraulic pump 73 started up in advance, so that the start clutch 50 can be quickly engaged. This makes it possible to start the vehicle quickly. In addition, the start clutch 50 is engaged through the slip state, so that the vehicle can be started smoothly and reliably.

  Hereinafter, the first embodiment and the second embodiment will be described as specific examples of the start control by the control unit 10 when the motor starts.

[First Embodiment]
In the first embodiment, “a state from when the engine 2 and the motor 30 are stopped and the brake is turned off in a stop state where the brake is on until the accelerator pedal is depressed” is defined as a start standby state. The

  Here, the “stop state in which the engine 2 and the motor 30 are stopped and the brake is on” includes a so-called idle stop state and an untraveled stop state.

  The start control operation according to the first embodiment will be described with reference to the flowchart of FIG. 3 and the time chart of FIG.

  The control operation shown in FIG. 3 is started when the engine 2 and the motor 30 are stopped and the brake is on.

  First, in step S1, the on / off state signal of the brake switch 24 transmitted from the brake switch 24 is read. In the next step S2, whether or not the brake is turned off by the occupant based on the signal read in step S1. That is, it is determined whether or not the vehicle has shifted to the start standby state. If the result of determination in step S2 is that the vehicle has not shifted to the start standby state, the process returns to step S1, and the processing after step S3 is executed only when the vehicle has shifted to the start standby state.

  When the vehicle enters the start standby state, hill hold control is performed in step S3. The hill hold control is a control for holding the brake in an on state until a predetermined time elapses from the time when the brake off operation is detected, as indicated by the symbol a in FIG. In addition, it is possible to reliably brake the vehicle whose brake is turned off for a predetermined time.

  Further, when the vehicle enters the start standby state, in step S4, the motor 30 is started, and the rotational speed of the motor 30 is increased to a predetermined rotational speed as indicated by reference numeral b in FIG. When the motor 30 is driven in this way, the hydraulic pump 73 is activated accordingly, and the discharge pressure of the hydraulic pump 73 is raised as indicated by the symbol c in FIG.

  At this time, if the shift position of the automatic transmission 4 is a travel range such as the D range, the hydraulic pressure is supplied from the started up hydraulic pump 73 to the hydraulic equipment of the automatic transmission 4, thereby the automatic transmission. The machine 4 enters the power transmission state.

  Further, when the vehicle is shifted to the start standby state, in step S5, the coast clutch 40 is released as shown by the symbol d in FIG. 4 due to the hydraulic pressure supplied from the hydraulic pump 73 operated in step S4. Thereby, rotation of the engine 2 dragged by rotation of the motor 30 started by step S4 can be suppressed.

  In the subsequent step S6, the accelerator opening signal transmitted from the accelerator opening sensor 23 is read. In the next step S7, based on the signal read in step S6, whether or not the accelerator pedal is turned on by the occupant. That is, it is determined whether or not there is a start operation.

  If the result of determination in step S7 is that there is no start operation, processing returns to step S6 and the start standby state is continued.

  On the other hand, if the start operation is performed as a result of the determination in step S7, the hydraulic pressure is supplied to the start clutch 50 from the hydraulic pump 73 started up in the start standby state in step S8, and the start clutch 50 is engaged. Is done. At this time, the hydraulic pressure is supplied to the starting clutch 50 so that the hydraulic pressure increases step by step while forming the shelf pressure (symbol e in FIG. 4). As a result, the starting clutch 50 is engaged via the slip state, and the power transmission from the motor 30 to the automatic transmission 4 can be smoothly and reliably performed.

  According to the first embodiment described above, since the motor 30 is started in advance in the start standby state (step S4 in FIG. 3), the discharge pressure of the hydraulic pump 73 can be raised, so the start is started. When the operation is performed, the start clutch 50 can be quickly engaged, and the vehicle can be started quickly.

  In addition, since the determination of the transition to the start standby state is made based on the brake off operation by the occupant, the driving time of the motor 30 before the start operation is set until the accelerator pedal is turned on after the brake is turned off. The power consumption by driving the motor 30 can be suppressed.

[Second Embodiment]
In the second embodiment, “a state from when the idling stop is started until the accelerator pedal is depressed” is defined as a start standby state. In the present embodiment, “idle stop” means that the engine 2 is stopped for at least a period from when the vehicle running on the engine stops until it starts.

  The start control operation according to the second embodiment will be described with reference to the flowchart of FIG. 5 and the time chart of FIG.

  The control operation shown in FIG. 5 is started during traveling (engine traveling) using only the output of the engine 2 with the motor 30 stopped.

  First, in step S21, the brake on / off signal transmitted from the brake switch 24 and the vehicle speed V signal transmitted from the vehicle speed sensor 22 are read. In the next step S22, the signal read in step S21 is read. Based on this, it is determined whether or not the brake is turned on by the passenger and the vehicle is stopped.

  As a result of the determination in step S22, when the brake is not turned on or when the vehicle is not stopped, the process returns to step S21, and only when the brake is turned on and the vehicle is stopped, the process proceeds to step S23.

  In step S23, an idling stop is executed, whereby the engine 2 is stopped until the next start. And in this embodiment, when this idle stop is started, it determines with having shifted to the start standby state of a vehicle.

  When the start standby state is entered, similarly to the first embodiment (step S4 in FIG. 3), the motor 30 is started in step S24, and the rotational speed of the motor 30 is set as indicated by the symbol g in FIG. The speed is increased to a predetermined rotational speed. When the motor 30 is driven in this way, the hydraulic pump 73 is activated accordingly, and the discharge pressure of the hydraulic pump 73 is raised as indicated by the symbol h in FIG.

  At this time, if the shift position of the automatic transmission 4 is a travel range such as the D range, the hydraulic pressure is supplied from the started up hydraulic pump 73 to the hydraulic equipment of the automatic transmission 4, thereby the automatic transmission. The machine 4 enters the power transmission state.

  Further, when the vehicle is shifted to the start standby state, as in the first embodiment (step S5 in FIG. 3), in step S25, the hydraulic pressure is supplied from the hydraulic pump 73 operated in step S24, which is indicated by the symbol i in FIG. Thus, the coast clutch 40 is released. Thereby, the rotation of the engine 2 dragged by the rotation of the motor 30 activated in step S24 can be suppressed.

  When the brake is turned off by the occupant in the start standby state, the hill hold control is performed as in the first embodiment, and the brake off operation is detected as indicated by reference numeral f in FIG. The brake is kept on until a predetermined time has passed.

  In the subsequent step S26, the accelerator opening signal transmitted from the accelerator opening sensor 23 is read. In the next step S27, whether or not the accelerator pedal is turned on by the occupant based on the signal read in step S26. That is, it is determined whether or not there is a start operation.

  If the result of determination in step S27 is that there is no start operation, processing returns to step S26 and the start standby state is continued.

  On the other hand, if the start operation is performed as a result of the determination in step S27, the idle stop is ended in step S28, and the engine 2 is allowed to start in accordance with the operation control after the start. In this embodiment, since the motor is started, the engine 2 is kept stopped for a predetermined time after the start.

  When a start operation is performed, as in the first embodiment, in step S29, hydraulic pressure is supplied to the start clutch 50 from the hydraulic pump 73 started up in the start standby state, and the start clutch 50 is engaged. Is done. At this time, the hydraulic pressure is supplied to the starting clutch 50 so that the hydraulic pressure increases stepwise while forming the shelf pressure (symbol j in FIG. 6), as in the first embodiment. Fastened via slip condition.

  According to the second embodiment described above, similarly to the first embodiment, the discharge pressure of the hydraulic pump 73 is raised by starting the motor 30 in advance in the start standby state (step S24 in FIG. 5). Therefore, when the start operation is performed, the start clutch 50 can be quickly engaged and the vehicle can be started quickly.

  In the present embodiment, since the transition to the start standby state is determined and the motor 30 is started at the start of idle stop, the motor 30 is started in advance before the brake is turned off. Therefore, even when the time from the brake off operation to the start operation is short, the discharge pressure of the hydraulic pump 73 can be reliably raised at the start.

  As described above, according to the present invention, in a hybrid vehicle including an engine and a motor as driving sources, a hydraulic pump driven by the motor, and a starting clutch to which hydraulic pressure is supplied from the hydraulic pump, Therefore, it may be suitably used in the field of manufacturing this type of vehicle.

2 Engine 3 Drive unit 4 Automatic transmission 10 Control unit (start standby state transition determination means, start control means, engine control means, brake control means)
22 Vehicle speed sensor (stop detection means)
23 Accelerator opening sensor (starting operation detection means)
24 Brake switch (brake operation detection means)
30 Motor 32 Motor rotor 40 Coast clutch (second clutch)
50 Starting clutch 73 Hydraulic pump

Claims (5)

An engine, a transmission that is in a power transmission state in a hydraulic pressure supply state, and a drive unit interposed between the engine and the transmission , the drive unit including a motor, a rotor of the motor, and the speed change A hydraulic first clutch interposed between the engine and the rotor and fastened in a non-hydraulic supply state. A hydraulic second clutch that is released in a hydraulic supply state, and a hydraulic pump that is driven by the motor and supplies hydraulic pressure to the transmission, the first clutch, and the second clutch. A vehicle drive control device that transmits one output to a drive wheel via the first clutch in the engaged state and the transmission in the power transmission state,
Start standby state transition determining means for determining transition of the vehicle to a predetermined start standby state;
Start operation detecting means for detecting the start operation of the vehicle;
When starting from the stop state where the engine and the motor are stopped using only the output of the motor, when the start standby state transition determining means determines that the vehicle has transitioned to the start standby state, the first clutch By maintaining the vehicle in the released state, the motor is started to operate the hydraulic pump while maintaining the stop state , and the transmission is brought into a power transmission state by supplying hydraulic pressure from the hydraulic pump, and the second clutch is And a start control means for engaging the first clutch via a slip state by supplying hydraulic pressure from the hydraulic pump when a start operation of the vehicle is detected by the start operation detecting means. A vehicle drive control device. Brake operation detection means for detecting the on / off operation of the brake by the occupant,
The start standby state transition determining means is configured to turn the vehicle into a start standby state when a brake off operation is detected by the brake operation detecting means when the engine and the motor are stopped and the brake is on. The vehicle drive control device according to claim 1, wherein the vehicle drive control device is determined to have shifted. Brake operation detecting means for detecting an on / off operation of a brake by an occupant;
Stop detection means for detecting stop of the vehicle;
Engine control means for stopping the engine when a brake on operation is detected by the brake operation detection means and a stop is detected by the stop detection means in a state where the engine is operating; Prepared,
2. The vehicle drive control device according to claim 1, wherein the start standby state transition determination unit determines that the vehicle has shifted to a start standby state when the engine is stopped by the engine control unit. . When off operation of the brake is detected by the brake operation detecting means, claim 2 or claim 3, characterized in that from the time of the detection until a predetermined time elapses, and a brake control means for holding the brake in the ON state the vehicle drive control apparatus according to. 5. The vehicle drive control device according to claim 1, wherein the start operation detecting unit detects an accelerator pedal on operation by a passenger as a start operation. 6.

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